Today's Message Index:
----------------------
1. 06:52 AM - Re: FireFly Trailer (jerb)
2. 07:35 AM - Re: Kolb-List Digest: :Engine Alternatives (Steve Kroll)
3. 07:47 AM - Re: Re: Kolb-List Digest: :Engine Alternatives (russ kinne)
4. 07:52 AM - Re: Rotax conversion (Denny Rowe)
5. 07:52 AM - Kip's rebuild ... (artdog1512)
6. 07:57 AM - Re: Re: Alternative Engine Considerations (jerb)
7. 07:58 AM - VW engines ... (artdog1512)
8. 08:09 AM - Re: Re: Kolb-List Digest: :Engine Alternatives (John Hauck)
9. 08:16 AM - the mystery of MM oil ... (artdog1512)
10. 08:30 AM - Re: Re: Kolb-List Digest: :Engine Alternatives (Richard & Martha Neilsen)
11. 01:03 PM - Re: Re: Alternative Engine Considerations (ray anderson)
12. 01:18 PM - Re: Re: Alternative Engine Considerations (Kirk Smith)
13. 01:45 PM - personal - J. Hart (Richard Pike)
14. 02:01 PM - Re: Re: Alternative Engine Considerations (PATRICK LADD)
15. 02:03 PM - Kevlar parachute cable (George Murphy)
16. 02:15 PM - Prop Pitch for a Verner (Kirby Dennis Contr MDA/AL)
17. 02:43 PM - Re: Prop Pitch for a Verner (John Williamson)
18. 03:02 PM - Re: Prop Pitch for a Verner (Silver Fern Microlights Ltd)
19. 03:18 PM - Re: Kevlar parachute cable (John Hauck)
20. 03:24 PM - Re: FireFly Trailer (N27SB@aol.com)
21. 03:26 PM - Re: Re: Alternative Engine Considerations (John Hauck)
22. 03:32 PM - Re: Re: Alternative Engine Considerations (Edward Chmielewski)
23. 04:32 PM - Re: Kevlar parachute cable (bryan green)
24. 04:54 PM - Re: Re: Alternative Engine Considerations (HShack@aol.com)
25. 08:51 PM - Re: VW engines ... (jerb)
26. 09:15 PM - Re: Prop Pitch for a Verner (jerb)
27. 09:18 PM - Re: FireFly Trailer (jerb)
28. 09:18 PM - Ultrastar For Sale (Flycrazy8@aol.com)
Message 1
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| Subject: | Re: FireFly Trailer |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Steve,
Perhaps you might be willing to take a few pictures of some of the unique
attributes of the trailer and post them to the photo section. Anyone
wanting to build a trailer, it would give them a head start of what to do.
thanks,
jerb
At 08:52 PM 1/4/05 -0500, you wrote:
>--> Kolb-List message posted by: N27SB@aol.com
>
>Hello to all,
>When I purchased Duane the Planes FireFly for the float project it came with
>a really cool trailer. Nor matter what I do I can not get a FireFly on
>floats in it. Sooooo,, I am going to sell it. I can pull it with
>my Toyota with
>ease and he has made some nice fixtures inside to allow for ease of
>loading.
>This is one of the best configurations that I have seen. The asking price is
>$3000.00. I live in central Fla. He ran the big wheelbarrow tires so it can
>fit the taller Flys.
>
>Steve Boetto
>WetFly#007
>
>
Message 2
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| Subject: | Re: Kolb-List Digest: :Engine Alternatives |
--> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
BB...everyone,
The new guy at Hummel engines' name is Scott Casler and he writes:
Hi Steve
I haven't got a brochure made yet,but he are all the specs
on the engine.
Bore 94mm
Stroke 86mm
Carb 29mm Aero Carb or 14992 Zenith
Weight 80 lbs
Billet Aluminum cylinders w/ NiCom plating.Plating is extremely hard,won,t wear
like cast iron.rust resistant
Slick Magneto ignition
Bed mount or Radial back mount
We are getting 220 lbs of static trust with a 60x20 Tennessee propeller. Comparison
447 Rotax produces
around 225 lbs of trust.
Promising?
Steve 503 SCSI
---------------------------------
Message 3
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| Subject: | Re: Kolb-List Digest: :Engine Alternatives |
--> Kolb-List message posted by: russ kinne <kinnepix@earthlink.net>
Steve
You got a link to Hummel? I'd like to know more about it
Thanx,
Russ kinne
DO NOT ARCHIVE
On Jan 5, 2005, at 10:35 AM, Steve Kroll wrote:
> --> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
>
>
> BB...everyone,
>
> The new guy at Hummel engines' name is Scott Casler and he writes:
> Hi Steve
>
> I haven't got a brochure made yet,but he are all the specs
> on the engine.
>
> Bore 94mm
> Stroke 86mm
> Carb 29mm Aero Carb or 14992 Zenith
> Weight 80 lbs
> Billet Aluminum cylinders w/ NiCom plating.Plating is extremely
> hard,won,t wear like cast iron.rust resistant
> Slick Magneto ignition
> Bed mount or Radial back mount
> We are getting 220 lbs of static trust with a 60x20 Tennessee
> propeller. Comparison 447 Rotax produces
> around 225 lbs of trust.
>
> Promising?
>
> Steve 503 SCSI
>
>
> ---------------------------------
>
>
Message 4
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| Subject: | Re: Rotax conversion |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
----- Original Message -----
From: "Bob and Jenn B" <tabberdd@hotmail.com>
Subject: Kolb-List: Rotax conversion
> --> Kolb-List message posted by: "Bob and Jenn B" <tabberdd@hotmail.com>
>
> Has anyone converted a 503 points ignition to a CDI? I see there is a kit
> out there, what are your thoughts on it? Is it worth $300?
>
> Bob
> MkII 503 scsi
>
> Bob,
I had Airscrew performance convert my Loehles 503 to cdi some time ago, I
had never operated with the points so I can't say if it improved the
performance.
The beast is not that easy to start so I do not beleive the CDI has improved
starting.
Also, with Airscrews CDI, you will destroy the CDI unit if you turn the
engine over with either of the spark plug leads disconnected. Even if one of
your spark plug wires opens while running, the CDI is toast.
This feature cost me the chance to fly in the Dayton to KittyHawk UL flight
in 2000. Yes, I am still bitter about it!
Other than that, the unit has worked well for me.
My suggestion is that if your ignition is performing OK, leave it alone,
those damn CDI units cost $130 to replace, and the anguish of missing a once
in a life time event because you moved your prop while doing a spark plug
swap the night before departure is priceless.
Denny (Still Bitter) Rowe, Mk-3 N616DR
Message 5
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| Subject: | Kip's rebuild ... |
--> Kolb-List message posted by: artdog1512 <nazz57@yahoo.com>
Time: 05:16:14 PM PST US
From: "dama" <dama@mindspring.com>
Subject: Kolb-List: Anyone know a good Rotax Mecahnic?
--> Kolb-List message posted by: "dama"
<dama@mindspring.com>
I am approaching 250 hours on my Firestar II and the
503 has never been
opened up. I don't want to mess with a good thing but
don't want to
push it
either. It's 4+ years old and has had only spark
plugs, clean air
filters,
and precisely mixed oil with Marvels Mystery Oil for
maintenance. I am
thinking that a decarbon with new case seals may take
it to 400 or 500
hours. I know that there are many opinions on this
subject that point
to
just flying on but I prefer to invest in reliability,
especially over
the
trees of Georgia. I will gladly remove it and ship as
it would give an
opportunity to do a really good inspection on the
airframe. Who has a
good
reputation?
Thanks,
Kip....>>>>
i say if the engine is running fine then
leave it alone. i'm a firm believer in NOT rebuilding
a fine running engine regardless of the number of
hours it has on it. it makes no sense to mess with an
engine that has nothing wrong with it.... tim
(FireFly)
do not archive
__________________________________
Message 6
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Steve,
I can comment on the 1/2 VW thing - you'll be very disappointed if you go
forward with it unless you and you plane are very light. Got some time
sitting behind one on my hangar partners N3-Pup. Very marginal power - if
we got 150 foot/m rate of climb we were in nose bleed country. This was
the Global with scat heads. He had it set up where we could adjust the
carb mixture to peak it on take off to get max power for climb
out. (Changing to the Scat heads helped but still under powered.) With
direct drive your limited on the rev's and just can't pull the HP out of
it. It would be a screamer with a reduction unit but the power pulses on a
VW two banger will tear most anything up, belts or gear boxes. Now if you
want a screamer go to a 4 banger with a reduction unit, real power there
but at about 185#. By the way, I see Great Plains is having a sale right
now on there engines, (look for the Beetle Flyer) prices are good until Jan
17th. See what Gene & Larry Smith has at Valley Engineering who also now
are the manufacturer of Culver Props.
http://www.greatplainsas.com/
http://www.greatplainsas.com/bf20043.html
http://www.greatplainsas.com/scpg12a.html
http://www.culverprops.com/
jerb
At 06:34 AM 1/4/05 -0800, you wrote:
>--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>
>Steve and Group,
>
>About the 1/2 VW conversions: I may not be up-to-date,
>but from what I have seen, the 1/2 VWs have always
>been under-powered. By that I mean that they put out
>closer to 28 hp than 38 hp.
>
>I have seen one insallation that seemed to have real
>promise. It was a turbocharged two cylinder opposed,
>swinging a large prop. I can't remember the name of
>the base engine, but it was similar to the 1/2 VW,
>only with it's own case and heads. The builder added a
>turbo unit and installed it on a Fisher ultralight
>that looks like a Cub (202?). The performance was
>fantastic, very short take-off, low fuel burn, and
>relatively low cost to build. The turbo boost was only
>turned up for takeoff, if I remember correctly. But I
>lost track of the builder and the project after
>leaving Wisconsin.
>
>John Jung
>
>
>__________________________________
>http://my.yahoo.com
>
>
Message 7
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--> Kolb-List message posted by: artdog1512 <nazz57@yahoo.com>
Time: 02:30:16 PM PST US
From: Steve Kroll <muso2080@yahoo.com>
Subject: Kolb-List: Alternative Engine Considerations
charlie, Jack, Ed...et al
We've been talking about more power and more
'reliable' power for the
Firestar,
Mk2, Firestar2 and such. But I wonder if anybody has
considered "less"
power
to be an option in order to gain the dependability ,
smaller fuel burn,
and other
advantages of the 4 cycles? I am now considering in
particular the
half
VW conversions. One of the manufacturers of VW kit
conversions offers
a 38hp
model....>>>
its a VW engine so of course it would be
reliable BUT i think with direct drive you would have
the performance of a 277 and with the engine mounted
in back you would have cooling problems.... tim
(FireFly)
do not archive
__________________________________
http://info.mail.yahoo.com/mail_250
Message 8
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| Subject: | Re: Kolb-List Digest: :Engine Alternatives |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| We are getting 220 lbs of static trust with a 60x20 Tennessee
propeller. Comparison 447 Rotax produces
| around 225 lbs of trust.
|
| Promising?
|
| Steve 503 SCSI
Steve/Gang:
There is a tremendous difference between "promising?" and "reality".
The test results and specs from the producer are very interesting.
Of special note, maybe there was a typo, are the test results of the
1/2 VW and a 447 Rotax. Don't know if he used the same prop to get
static thrust for the 447 as he did the VW. When I was flying the
point ign 447 I used a Jim Culver 66X30 and 66X32 prop. A GSC 66X32 I
flew to Sun and Fun 1989 was pitched too light for the 447. Most
folks know how I pitch an airplane. WOT, straight and level flight,
just bump the red line, which was 6,500 rpm (max continuous duty).
In addition, the Ultrastar came from the factory with a 50X30 Jim
Culver prop which was perfect for the Cuyuna 35 hp engine. Propped
the Cuyuna for 6,500 rpm WOT, straight and level flight.
I guess what I am saying is his comparison of the 1/2 VW with a 447
Rotax may be a little biased in favor of his engine.
The 1/2 VW engines have been around a long time. A lot of folks have
tried to get them to perform, direct drive, and they just do not do
it. I spent a lot of time flying with my buddy who had a N3 Pup
powered with the 1/2 VW. I was flying my 447 Firestar. No comparison
of performance between the two.
I also remember flying with the N3 Pup, when the 1/2 VW broke an
exhaust valve spring. Reliability just went out the door as the Pup
dead sticked to the nearest hay field.
They all quite running, 2 and 4 stroke, sooner or later. Take a look
at the FAA Preliminary Accident Reports. Always a buncha Lycomings
and Continentals coming apart to the suprise of their pilots.
Maybe they can get this little VW to perform if they can get a
reliable redrive on it. Direct drive???
Take care,
john h
Message 9
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| Subject: | the mystery of MM oil ... |
--> Kolb-List message posted by: artdog1512 <nazz57@yahoo.com>
Time: 08:23:33 AM PST US
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Marvel Mystery Oil
-->
I have used MM oil for years in everything I own:
diesel
gas
airplane
truck
boat
tractors
lawn mowers.....
Whether it works or not, it has a nice color and
smells good.
john h ....>>>>
john/gang .. i used MM oil for years in my
vehicles when i was using mineral grade oil. MM oil is
great but if you use synthetic oil in your (4) stroke
engines your probably not getting any benefit from
using MM oil mixed with your lube oil. you do get
benefit from mixing it with your gas - valve
seals,etc... i've never used it in a (2) stroke, i
can't comment on that. i don't see how it could
hurt.... tim
do not archive
__________________________________
http://info.mail.yahoo.com/mail_250
Message 10
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| Subject: | Re: Kolb-List Digest: :Engine Alternatives |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Steve / All
My full VW has a bore of 92mm and a stroke of 82mm. Steve Bennet at Great
Plains Aircraft says that the 94mm cylinders are too large for the VW case
and will crack the case prematurely. The 82mm stroke is as large as most
people go with VWs. I know there are some custom crankshafts that have the
rod journal cut down to the size of a Chevy and use Chevy rods to push the
stroke out to 86mm. The VW beetle was built with a 77mm bore and 64mm
stroke, this just seems like too much to be reliable even with only 2
cylinders.
The aluminum cylinders would save a bunch of weight and IF they prove to be
reliable would be a good thing for us full VW users if offered in 92mm.
The Slick magneto is very heavy, unreliable (that's why they put two on
airplanes), and underpowered.
My $.01 worth
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Steve Kroll" <muso2080@yahoo.com>
Subject: Kolb-List: Re: Kolb-List Digest: :Engine Alternatives
> --> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
>
>
> BB...everyone,
>
> The new guy at Hummel engines' name is Scott Casler and he writes:
> Hi Steve
>
> I haven't got a brochure made yet,but he are all the specs
> on the engine.
>
> Bore 94mm
> Stroke 86mm
> Carb 29mm Aero Carb or 14992 Zenith
> Weight 80 lbs
> Billet Aluminum cylinders w/ NiCom plating.Plating is extremely hard,won,t
> wear like cast iron.rust resistant
> Slick Magneto ignition
> Bed mount or Radial back mount
> We are getting 220 lbs of static trust with a 60x20 Tennessee propeller.
> Comparison 447 Rotax produces
> around 225 lbs of trust.
>
> Promising?
Message 11
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
Steve,
Don't compare the Global with a properly designed 1/2 VW. It's apples
and oranges. I had a genuine Morrie Hummell on my heavy Min Max, and at that
time I was heavy, Carried me around easily and reliably for many, many carefree
hours. Starts like a dream hot or cold.. I never bothered to measure climb
because it was good enough that it never got my attention. I do know there
was another Mini Max in the area with a Global, and I always outclimbed him easily
when ever we flew out of the same field. My only concern would be using it
in pusher configuration because of cooling.
jerb <ulflyer@verizon.net> wrote:
--> Kolb-List message posted by: jerb
Steve,
I can comment on the 1/2 VW thing - you'll be very disappointed if you go
forward with it unless you and you plane are very light. Got some time
sitting behind one on my hangar partners N3-Pup. Very marginal power - if
we got 150 foot/m rate of climb we were in nose bleed country. This was
the Global with scat heads. He had it set up where we could adjust the
carb mixture to peak it on take off to get max power for climb
out. (Changing to the Scat heads helped but still under powered.) With
direct drive your limited on the rev's and just can't pull the HP out of
it. It would be a screamer with a reduction unit but the power pulses on a
VW two banger will tear most anything up, belts or gear boxes. Now if you
want a screamer go to a 4 banger with a reduction unit, real power there
but at about 185#. By the way, I see Great Plains is having a sale right
now on there engines, (look for the Beetle Flyer) prices are good until Jan
17th. See what Gene & Larry Smith has at Valley Engineering who also now
are the manufacturer of Culver Props.
http://www.greatplainsas.com/
http://www.greatplainsas.com/bf20043.html
http://www.greatplainsas.com/scpg12a.html
http://www.culverprops.com/
jerb
At 06:34 AM 1/4/05 -0800, you wrote:
>--> Kolb-List message posted by: John Jung
>
>Steve and Group,
>
>About the 1/2 VW conversions: I may not be up-to-date,
>but from what I have seen, the 1/2 VWs have always
>been under-powered. By that I mean that they put out
>closer to 28 hp than 38 hp.
>
>I have seen one insallation that seemed to have real
>promise. It was a turbocharged two cylinder opposed,
>swinging a large prop. I can't remember the name of
>the base engine, but it was similar to the 1/2 VW,
>only with it's own case and heads. The builder added a
>turbo unit and installed it on a Fisher ultralight
>that looks like a Cub (202?). The performance was
>fantastic, very short take-off, low fuel burn, and
>relatively low cost to build. The turbo boost was only
>turned up for takeoff, if I remember correctly. But I
>lost track of the builder and the project after
>leaving Wisconsin.
>
>John Jung
>
>
>__________________________________
>http://my.yahoo.com
>
>
---------------------------------
Message 12
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
By the way, I see Great Plains is having a sale right
> now on there engines, (look for the Beetle Flyer) prices are good until
Jan
> 17th.
I see they have some water cooled heads for the Veedub. Supposed to give the
2180cc 20 more hp. I wonder how much more it weighs? Kirk
Do not archive
Message 13
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| Subject: | personal - J. Hart |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Jack Hart, give me a reply off list.
Thanks
Richard Pike
do not archive
Message 14
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
Supposed to give the
2180cc 20 more hp. I wonder how much more it weighs? >>
For what its worth i remembeer when I was interested in Bensen Gyrocopters
they had an engine which weighed (I think) around 70lbs. The kicker was that
it produced 1 hp for each lb weight.
I can`t remember what it was but I believe it came from a drone target
aircraft.
Cheers
Pat
do not archive
Message 15
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| Subject: | Kevlar parachute cable |
--> Kolb-List message posted by: "George Murphy" <Murphy4425@bellsouth.net>
Does anyone know what effect that gasoline may have on a Kevlar parachute
cable. When refueling I have spilled gasoline many times on the Kevlar
strap to my BRS parachute. Will Gasoline degrade this stuff? I plan to
move the cable to a better location to avoid it getting soaked again but I
do not know if it has been degraded to the point of being unsafe. Any
thoughts?
George M.-Original 1986 F.S.-Georgia
Message 16
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| Subject: | Prop Pitch for a Verner |
--> Kolb-List message posted by: Kirby Dennis Contr MDA/AL <Dennis.Kirby@kirtland.af.mil>
Note: "Subject" line changed for clarity
Richard Neilsen wrote: << Why don't you pitch your prop for 5000 RPM on take
off and/or cruise at your torque peak of 3500 assuming you have the VM1400.
Seems like your most efficient RPM would be at or near your torque peak. >>
Richard, and Kolbers -
You are right - peak torque for the VM-1400 occurs at 3500 rpm, and this is
where I spend 90 percent of my flying time when cruising in my Mark-3.
I follow the "John Hauck methodology" for propping this 4-stroke engine: Set
the prop pitch to achieve max continuous rpm (4000, for the Verner) at WOT
in level flight. Although the redline is 5000, I am limited to 5 minutes
MAX at this power setting, so it is not really useable to me.
I'm afraid if I set takeoff power to achieve 5000 on climbout, my cruise
speeds will suffer, plus I run the risk of overspeeding the engine if I
operate at full-throttle.
The Verner likes to run as similar RPMs as a VW. With my current 2-to-1
reduction drive and a 72-inch 3-blade prop, I've found that 12.5 degrees of
prop pitch is pretty much optimum for my setup, and the prop never exceeds
2000 rpm.
Adding pitch could get me a few mph of speed, but, as you suggest, it may
start lugging the engine. Less pitch (I experimented with prop settings at
9 and 11 degrees earlier) was giving me better climb, but my cruise speeds
were pretty low - like 65 mph at 3600 rpm. I'm now seeing 76 mph at the
same rpm.
This clearly shows an advantage the R-912 enjoys over the Verner: Max
continuous RPM for the Rotax is much closer to its redline, giving a broader
useable power band.
Dennis Kirby
Mk-3C, Verner, Powerfin
New Mexico
do not archive
Message 17
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| Subject: | Prop Pitch for a Verner |
--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
Hi Dennis and all,
Since you have a PowerFin prop, you might call them and ask if a smaller
diameter prop could improve your cruise without sacrificing on climb.
It just seems that a 72" prop might be to large for a 80 horsepower engine.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912UL, 708 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
do not archive
Message 18
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| Subject: | Re: Prop Pitch for a Verner |
--> Kolb-List message posted by: "Silver Fern Microlights Ltd" <kiwimick@sfmicro.fsnet.co.uk>
Hi Dennis,
I would tend to agree with John here, 72" is quite big for 80 hp.
Maybe 64-68" and slightly coarser may suit a little better.
Mike
Xtra Jabiru 2200
----- Original Message -----
From: "John Williamson" <kolbrapilot@comcast.net>
Subject: RE: Kolb-List: Prop Pitch for a Verner
> --> Kolb-List message posted by: "John Williamson"
> <kolbrapilot@comcast.net>
>
> Hi Dennis and all,
>
> Since you have a PowerFin prop, you might call them and ask if a smaller
> diameter prop could improve your cruise without sacrificing on climb.
>
> It just seems that a 72" prop might be to large for a 80 horsepower
> engine.
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, Rotax 912UL, 708 hours
> http://home.comcast.net/~kolbrapilot
> Zenith CH701 Project
> http://home.comcast.net/~stol_airplane
> http://www.zenithair.com/bldrlist/profiles/stol_airplane
>
> do not archive
>
>
>
Message 19
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| Subject: | Re: Kevlar parachute cable |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| thoughts?
| George M.-Original 1986 F.S.-Georgia
Hi George/All:
Give BRS a call. They are the experts.
john h
Message 20
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| Subject: | Re: FireFly Trailer |
--> Kolb-List message posted by: N27SB@aol.com
In a message dated 1/5/2005 9:52:27 AM Eastern Standard Time,
ulflyer@verizon.net writes:
> Steve,
> Perhaps you might be willing to take a few pictures of some of the unique
> attributes of the trailer and post them to the photo section. Anyone
> wanting to build a trailer,
Jerb,
I would be happy to but it may take a few days
steve
Message 21
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
target
| aircraft.
|
| Cheers
|
| Pat
Patrick/Gang:
That was probably a McCulloch 4 cyl 2 stroke drone engine. Ken Brock
was still flying his McCulloch powered gyro at Osh and S&F up until
his recent death. Ran it with four short straight stacks. Extremely
loud. Would make the "noise police" on your side of the pond go
bezerk. For that matter, it was very annoying at flyins.
john h
DO NOT ARCHIVE
Message 22
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: "Edward Chmielewski" <edchmiel@mindspring.com>
Ray + Kolbdom,
Depending on shrouding, cooling on a pusher shouldn't be a big problem.
The air-cooled cars (and buses) are
pushers, too. ;
)
Ed in JXN
MkII/503
Do not archive.
----- Original Message -----
From: "ray anderson" <rsanoa@yahoo.com>
Subject: Re: Kolb-List: Re: Alternative Engine Considerations
> --> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
>
> Steve,
>
(Snip)
My only concern would be using it in pusher configuration because of cooling.
Message 23
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| Subject: | Re: Kevlar parachute cable |
--> Kolb-List message posted by: bryan green <lgreen1@sc.rr.com>
Hi George, e-mail Brent Torgerson at BRS he will be best to answer your
question.
Bryan Green Elgin SC
Firestar 377 BRS 19LBG
George Murphy wrote:
>--> Kolb-List message posted by: "George Murphy" <Murphy4425@bellsouth.net>
>
>Does anyone know what effect that gasoline may have on a Kevlar parachute
>cable. When refueling I have spilled gasoline many times on the Kevlar
>strap to my BRS parachute. Will Gasoline degrade this stuff? I plan to
>move the cable to a better location to avoid it getting soaked again but I
>do not know if it has been degraded to the point of being unsafe. Any
>thoughts?
>George M.-Original 1986 F.S.-Georgia
>
>
>
>
Message 24
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 1/5/2005 6:27:15 PM Eastern Standard Time,
jhauck@elmore.rr.com writes:
That was probably a McCulloch 4 cyl 2 stroke drone engine. Ken Brock
was still flying his McCulloch powered gyro at Osh and S&F up until
his recent death. Ran it with four short straight stacks. Extremely
loud. Would make the "noise police" on your side of the pond go
bezerk. For that matter, it was very annoying at flyins.
Yep. Stock engine was 100 cubic inches with 75 hp, if I recall correctly;
weight was about 75 lbs. Max rpm was 4,000 so a lot of noise came from the
direct drive prop. Replacement jugs & pistons were available to get you 90 hp.
Wasn't a very reliable engine even with all the up-grades recommended by Benson.
Howard Shackleford
FS II
SC
Message 25
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| Subject: | Re: VW engines ... |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Have I missed something, there seems to be an opinion that should a VW
engine be mounted as a pusher, it would have cooling problems. If this
were the case the HKS would be toast. Yes they had some growing pains but
once they worked out the configuration, doesn't appear to be much of a
problem so long as the builder follows the basic installation recommendations.
jerb
At 07:57 AM 1/5/05 -0800, you wrote:
>--> Kolb-List message posted by: artdog1512 <nazz57@yahoo.com>
>
>Time: 02:30:16 PM PST US
>From: Steve Kroll <muso2080@yahoo.com>
>Subject: Kolb-List: Alternative Engine Considerations
>
>charlie, Jack, Ed...et al
>We've been talking about more power and more
>'reliable' power for the
>Firestar,
>Mk2, Firestar2 and such. But I wonder if anybody has
>considered "less"
>power
>to be an option in order to gain the dependability ,
>smaller fuel burn,
>and other
>advantages of the 4 cycles? I am now considering in
>particular the
>half
>VW conversions. One of the manufacturers of VW kit
>conversions offers
>a 38hp
>model....>>>
>
> its a VW engine so of course it would be
>reliable BUT i think with direct drive you would have
>the performance of a 277 and with the engine mounted
>in back you would have cooling problems.... tim
>(FireFly)
>do not archive
>
>
>__________________________________
>http://info.mail.yahoo.com/mail_250
>
>
Message 26
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| Subject: | Re: Prop Pitch for a Verner |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Question, if your running a 3-blade 72" prop, could you possibly be over
propping the engine - are your pitch adjustments trying to compensate for
that thus not able to tweak it in for both cruise and climb performance.
jerb
At 10:14 PM 1/5/05 +0000, you wrote:
>--> Kolb-List message posted by: Kirby Dennis Contr MDA/AL
><Dennis.Kirby@kirtland.af.mil>
>
>Note: "Subject" line changed for clarity
>
>Richard Neilsen wrote: << Why don't you pitch your prop for 5000 RPM on take
>off and/or cruise at your torque peak of 3500 assuming you have the VM1400.
>Seems like your most efficient RPM would be at or near your torque peak. >>
>
>Richard, and Kolbers -
>
>You are right - peak torque for the VM-1400 occurs at 3500 rpm, and this is
>where I spend 90 percent of my flying time when cruising in my Mark-3.
>
>I follow the "John Hauck methodology" for propping this 4-stroke engine: Set
>the prop pitch to achieve max continuous rpm (4000, for the Verner) at WOT
>in level flight. Although the redline is 5000, I am limited to 5 minutes
>MAX at this power setting, so it is not really useable to me.
>
>I'm afraid if I set takeoff power to achieve 5000 on climbout, my cruise
>speeds will suffer, plus I run the risk of overspeeding the engine if I
>operate at full-throttle.
>
>The Verner likes to run as similar RPMs as a VW. With my current 2-to-1
>reduction drive and a 72-inch 3-blade prop, I've found that 12.5 degrees of
>prop pitch is pretty much optimum for my setup, and the prop never exceeds
>2000 rpm.
>
>Adding pitch could get me a few mph of speed, but, as you suggest, it may
>start lugging the engine. Less pitch (I experimented with prop settings at
>9 and 11 degrees earlier) was giving me better climb, but my cruise speeds
>were pretty low - like 65 mph at 3600 rpm. I'm now seeing 76 mph at the
>same rpm.
>
>This clearly shows an advantage the R-912 enjoys over the Verner: Max
>continuous RPM for the Rotax is much closer to its redline, giving a broader
>useable power band.
>
>Dennis Kirby
>Mk-3C, Verner, Powerfin
>New Mexico
>do not archive
>
>
Message 27
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| Subject: | Re: FireFly Trailer |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
No rush, just thought if you had something that worked well, let's try to
document it for everyone's benefit.
Thank you for considering taking the time and effort to do so,
jerb
At 06:23 PM 1/5/05 -0500, you wrote:
>--> Kolb-List message posted by: N27SB@aol.com
>
>In a message dated 1/5/2005 9:52:27 AM Eastern Standard Time,
>ulflyer@verizon.net writes:
>
> > Steve,
> > Perhaps you might be willing to take a few pictures of some of the unique
> > attributes of the trailer and post them to the photo section. Anyone
> > wanting to build a trailer,
>
>Jerb,
>
>I would be happy to but it may take a few days
>
>steve
>
>
Message 28
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| Subject: | Ultrastar For Sale |
--> Kolb-List message posted by: Flycrazy8@aol.com
HELP !!!!!......Wife got me a new Kolb for Christmas but she won't let me
keep both . Spend half my time at the airport now.....She thinks I'll spend
all my time with two.....She's probably right.....lol.......
Anyone out there needing a good flying Kolb ?
Steven
Southern Geogia
334-596-2250
_flycrazy8@aol.com_ (mailto:flycrazy8@aol.com)
Do not Archive
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